Cooling system for internal-combustion engines



Fept. 2, E93& c. H. M. FRY 1,774,88E

COOLING SYSTEI FOR INTERNAL COMBUSTION ENGINES Filed Nov. 4, 1927 kkmkaksmfikmwe Qty BY ATTO NEY.

IN VEN TOR.

Patented Sept. 2, 1930' I I 'UiNI.TED S T ATES PATENT OFFICE cnantns nanny MoNnoE'rnY, or romr PLEASANT, wris'r yrrier'ivm c'ooLInG SYSTEM non INTERNAL-COMBUSTION nnerivns Application filed November 4, 1927. Serial No. 231,028.

fluid to cool the parts of an internal com bustion engine is well known to those skilled in the art, but it is my purpose to now provide means whereby separate fluid systems cool at controllable rates and temperatures the various engine parts, i. e. the combustion chamber proper at one rate and temperature, the crankcase at another rate and temperature, and other parts, such as the lower cylinder barrel at another rate and temperature.

It is also the purpose of this invention to provide means whereby a single fluid may be utilized in a plurality of zones, as mentioned above, and by control of its pressure enabled to perform functions usually associated only with fluids of unlike characteristics.

following description, will make clear a preferred modification of my device and means of accomphshing the above enumerated functions together with certain other improvein section and parts of the engine not germane tothe description being omitted. Fig. 3 is an enlarged vertical sectional view of a detail showing a diaphragm controlled valve forming part of the apparatus.

In general :The system is composed of The appended drawings, together with the.

an air cooled radiator R, a heat exchanger E, pressure controlled by-pass valves V and V and suitable piping connecting the whole into two fluid circuits which I have indicated by arrows (at) and (b),each letter indicating the system part to which the-circuit section belongs, while the arrow indicated the direction of fluid flow therethrough.- The system circuit (a) will be seen to include the radiator R and the heat exchanger vE only in the diagram Figure 1, While in the modification shown in Fig. 2 it will be seen that this circuit ((1) includes an engine part to be cooled, and it will be understood that the idea of means is identical the method of application only being difi'erent. It will be noted that the exchanger consists of a shell having a suitable coil therein, and it will be understood that its purpose is to transfer the heat from the fluid in the b) circuit to the fluid in the (a) circuit, while thepurpose of valves V and V is to control the rate of such exchange and the pressure in (b) circuit; thus rendering it possible to control the rate of cooling of the various parts independently.

In detail the radiatorR may be any suitable form of air cooled radiator, and may oper ate at the usual atmospheric pressure, under subnormal or above normal pressures in the manner known to those skilled in the art. The outlet of radiator R communicates with a tube leading to the suction of pump Pa, which discharges through pipe 11 having branches 12 and 14 leading to valves V and V respectively. 'Valves V and'V may be any suitable form of pressure'controlled bypass valve as shown in Fig. 2, preferably having as essential parts, a diaphragm 15, a stem 16, a valve disc 17, a lower seat 18, and upper 9 seat 19, together with an inlet 20, an outlet 21 and second outlet 22, it being understood that the diaphragm 15 is exposed directly or indirectly to the fluid pressure in circuit (6) while circuit (a) enters at and may discharge through either or both outlets 21 or 22 as the position of valve disc 17 may indicate. The details of valve body and the mountings of the various parts, when separate from exchanger E, are well known to those skilled in the art, and their further illustration herein would be surplusage.

The continuation of fluid flow in circuit (a) may thus be either throu h exchanger shell 30 and pipe 32 to radiator lt, or through branches 33 and 34 by-passing exchanger shell E, depending upon the position of valve disc 17, and therethrough upon (the pressure in circuit (b), in this manner exchanger shell E receives a greater or lws flow of (a) fluid, and since valve V feeds at the top of the exchangertshell, while valve V feeds at the middle of the shell and discharge 32 takes from the bottom of the same, it will be understood that the rate of cooling in the whole shell and in the parts thereof may be controlled and therewith the rate at which heat is transferred from the (b) circuits.

The engine water jacket is indicated at J, while the engine crankcase having a suitable cooling coil is indicated at C. Leading to jacket J is pipe 40 and leading therefrom a pipe 42, said pipes forming the connections of heat exchanger coil 45 and pipe 42 having 25 a branch 43 leading to the automatic pressure control by-pass valve V so thatthe pressure in the jacket and piping is communicated to and operates the bypass valve and hence the flow of liquid entering through pipe 13' from pipe 12 to the exchanger portion surrounding coil 45." Arranged below coil 45 is a second coil 55 whose inlet pipe 52 leads as indicated tothe crankcase cooling coil (indicated by the dotted line) whose other connection is pipe 50 the discharge from coil 55. Pipe 52-is provided with a suitable branch 53 communicating pressure within the coil last mentioned to'the second by-pass valve V which in turn controls the flow from pipe 14 through the valve and through pipe 15 'to the exchanger shell. It will thus be seen that we have two independent closed cooling circuits, one including the jacket J and the other the cooling coil within crankcase C, and it will be understood that by a suitable adjustment of valves V and V and by employment of fluids having suitable characteristics under the given operating conditions, We

may maintain almost any desired tempera ture in either jacket or crankcase independently. It will be manifest-to those skilled in the art that, While but two coils (45 and 55) have been shown, any suitable number may be employed, and that while a pump P is provided to maintain circulation in the (b) circuit including coil 45 and the jacket J any suitable method of circulation may be em ployed, as for example the heat actuated .circulation for coil 55, it will also be understood that while the (a) circuit is shown in this first figure as including only theexchanger, said circuit might in fact include the crankcase cooling coil (as will be described in Fig. 2) or the cylinder jacket itself, thereby replacing one of the coils in the exchanger E, without however as great facility of control as when isolated as shown in Fig.1.

Referring to Fig. 2; the radiator R connects through pipe 10 with circulating pump R which .in turn discharges into the crankcase water jacket 100 which extends along the sides and partly beneath the oil. sump 102,

discharging at 103 to the tube 104 leading to the cylinder barrel jacket 106 surrounding the working portion of the cylinder 110 and discharging through tube 108 to the by-pass valve V (whose construction has already been described) and thence through jacket 112 of the exchanger E or through by pass channels 113 as the position of by-pass valvedisc 17 may indicate. The exchanger E in this case is a cast structure including a jacket having an internal bafiled passage or chamfluid held within jacket 112 which discharges through cored passage 113 to pipe 32 leading to the top of radiator R.

It will be seen that the engine-of Fig. 2 is provided with effective means for reducing the lubricating oil temperature and keeping the crankcase cool, while the discharge from such crankcase passing upward through pipe 104 and circulating through jacket 106 maintains that portion of cylinder 110 which re.- quires to be lubricated at a temperature not particularly destructive to the lubricant, 'while more conductive to eficient operation than if lower in the temperature scale. It is of course in the interest of high economy to maintain the combustion space proper at the upper end of cylinder 110 substantially higher in temperature and the isolated jacket 120 employing a separate fluid whose pressure and incidentally working temperature, is controlled by the operation of valve V as has been described. It is believed that the improvements in economy and in facility of lubrication :will at once be apparent to those skilled in the art.

Referring more specifically to the operation, reference might be had first to Fig. 2. In that construction, the cooling fluid, water for instance, is pumped by the pump P from the radiator, through the compartment 100,

and pipe 104, to the chamber 106, and thence into pipe 108. If the fluid in the closed conduit (b), is at this time sufficiently cool, the diaphragm 15 will cause the valve 17 to close the port 22, and consequently, the liquid flowing through 108 will. pass through the port 19, into pipe 21, and back to the radiator. As soon, however, as the fluid in conduit (6) heats up and expands, the diaphragm 15 will cause the valve 17 to assume the position shown in Fig. 2, so that some of the fluid flowing through 108 is by-passed through 112 and 113 before reaching conduit 21,.and in this way, the cooling fluid in circuit ((1) acts to cool the fluid in circuit (6) In operating the structure shown in Fig. 1, the primary cooling fluid is pumped from the radiator through pipe 11, and pipes 12 and 14, to pipes 33 and 34, leading back to the radiator, providing at this time, the valves V and V are closed to insure such movement. Let us assume now, that the fluid circulating through jacket J, pipe 42, coil 45, pump P, and pipe 40, becomes heated to a point where it will expand. In expanding, the pressure of this secondary fluid will be applied through branch 43 to the valve V and consequently, that valve will be more or less opened. Therefore, some of the primary cooling fluid from pipe 12 will now flow through by-pass branch 13, and through the chamber E, and into pipe 32, which will lead the by-passed primary fluid back to the radiator. Obviously, the bypassed portion of the primary fluid will function to cool the coil 45, and in consequence, reduce the pressure of the secondary fluid flowing throu h said coil.

It will e apparent that a similar action takes place in connection with valve V for the purpose of cooling the secondary fluid which flows through coil 55.

In the foregoing description a single cylinder has been employed for purposes of illustration, but it will of course be understood that the system is equally adaptable to multicylinder engines, to roups of engines (as in marine installations%, and to engines of the Deisel type wherein injection and scavenging air compressing cylinders form a part of the engine proper and a part of its cooling problem. The advantages of my engine cooling system will be particularly manifest for use with engines having working parts necessarily of close mechanical fit, such as the rotary valve 150 arranged adjacent the cylinder and in close proximity thereto in which cases the jacket 106 aflords effective means for maintaining the partsat even temperature and uniform clearance ;manifestly many of the modifications of embodiment and applications of such embodiment will be well Within the scope of my invention and within the spirit of the appended claims; an effective illustration of such application lies in the use of my invention to purify the oil used by maintaining the lubricating oil sump or reservoir, or portions thereof, at temperatures suited to evaporate diluting fluids in the oil while still sufliciently cool to prevent any possibility of cracking or injuring the lubri-l eating oil itself; many other such improvements will be evident to those skilled in the art.

What I claim is:

1. In a multi-fiuid cooling system, a pri-'v responsive control mechanism controllin the connection between said exchanger an radiator. I

3. Cooling means for mechanism having zones required to be at varied temperatures comprising heat absorbing elements in said zones, heat disposal means remote from said zones and a heat transfer device connecting said elements in desired heat transfer relationship each to each and to said heat disposal means, and control means responsive to conditions in said zones and the elements therein to control the said transfer device operation.

4. In an internal combustion engine cooling system, a cylinder barrel jacket, a crankcase jacket and a combustion chamber jacket, said cylinder barrel jacket and crankcase jacket being connected together to an exchanger and to a radiator to form a continuous cooling water circuit, said combustion chamber jacket connected to said such exchanger, but isolated from the aforesaid circuit, and said exchanger having therein a pressure actuated by-pass valve for the water in said cooling water circuit, the pressure actuator of said valve being exposed to the fluid pressure in said combustion chamber jacket.

5. An engine cooling system comprising fluid cooled elements adjacent the engine working parts, heat disposal radiator connected to a heat exchanger, connections between said elements and said exchanger and control means in the connection between said exchanger and radiator, said control means connected with the aforesaid connections be- I 

